Lubricant-controlling mechanism.



E. M. WHITEL LUBRICANT CONTROLLING MECHANISM.

APPLICATION FILED JUNE 8. I916- Patented Oct. 31, 1916.

EENEsT M. WHITE, 015 DETROIT, MICHIGAN.

LUBRICANT-CONTROLLING MECHANISM.

Specification of liettcrs Patent.

Patented Oct. 31, 1916.

Application filed June 8, 1916. Serial No. 102,415.

To all whom it may concern Be it known that I, ERNEs'r M. \Vrrrrn, a citizen of the United States. and residing at Detroit, in the countvof Wayne and State of Michigan, have invented a new and Improved Lubricant-Controlling Mechanism, of which the following is a specification.

This invention relates to means for conveying the excess of lubricating oil from the crank case of an internal combustion engine to the main oil receptacle, and its object is to provide a device of this character which shall be simple and effective, and which can be constructed at low cost.

This invention consists of a conduit extending to the main oil reservoir of an internal combustion engine from a point intermediate 'two auxiliary receptacles in which is held the oil into which dip the lower ends of the connecting rods to splash the lubricant up into the cylinder in order to lubricate the pistons.

This invention further consists in ing this conduit with a check-valve which prevents the flow of the lubricant from the main oil reservoir when the vehicle is going down hill.

In the accompanying drawing. Figure 1 is a view, partly in elevation and partly in section, of an internal combustion engine provided with this present invention. Fig. 2 is a plan of the discharge end of the conduit. Fig. 3 is a transverse vertical section through the intake end thereof.

Similar reference characters refer to like parts throughout the several views.

The engine shown in Fig. 1 consisting of the cylinders 1, upper crank-case 2 having an extension 3 in which the fly-Wheel' and magneto are mounted, lower crank-case 4: having an extension 5 which constitutes the main oil reservoir, the crank shaft 6, cranks 7, 8, 9, 1.0.and 11 (the other not being shown), connecting rods 13 and 14: (the other two not being shown), the removable bottom 15 of the lower crankcase provided with auxiliary oil receptacles and held in osition by means of the screws 16, and the bar 17 that extends around the opening in the lower crank-case and acts as a reinforcement, is of well known construction, being that of the present Ford automobile.

The lubricant may be conveyed from the main oil reservoir to the opposite end of the crank-case in any desired manner, the usual means being a tube 19 having ai'unnel 20 that catches oil providlivery are of great splashed up by the fly-wheel and magneto. IVhen the vehicle is going up hill, the lubricant flows back overthe rear transverse portion 21 of the reinforcing bar and while the depth of oil in the rear receptacle 22 is somewhat deeper than necessary, the excessive amount splashed up is not very objectionable. But when the vehicle is going down hill, the lubricant collects in the front end of the crank case until it is quite deep in the front receptacle 24;, so much so that the amount of oil splashed up into the front cylinders is so large that the spark-plugs, cylinders. and the passages thereto become thickly coated withcaro'on from the burnt oil. In order to remove this excess of oil, Iattach a connection 25, preferably in the form of an elbow, to the bottom 15 and connect a pipe 26 on this elbow. A nipple 27erscrews into a threaded hole in the wall 28 forming a part of the main reservoir, which hole normally receives a cook or gage to determine the height of liquid in the reservoir, and a check-valve 29 isipreferably placed between this nipple and the rear end ofthe pipe 26. This valve. will preferably connect to the T 30 which can also support the depth gage 31. The. valve and depth gage may be omitted if desired.

When the vehicle is moving over roads, the bottom 15 the excess of lubricant will be drained oflf by means of the-pipe 26. The result is that the receptacles 22-2324 will contain just the desired amount of oil and the quantity splashed up will not be or less than requiredv by the moving parts of the engine. Experience hasshown that it is practically impossible to regulate the feed of lubricating oil to the receptacles 22-,-23 24 through the pipe 26, for the conduit that will carry sufficient oil under certain conditions will convey either more or less than enough under other conditions. As a result, means to take care of the excessive deadvantage. The present device can be attached to hundreds of thousands of vehicles now in use without changing any of the present constructions.

I claim 1. In an internal combustion engine, the combination of a crank-case formed with a main oil reservoir and having a bottom provided with auxiliary receptacles from which the lower ends of the connecting rods may splash lubricating oil, and a con level should be level andsubstantially greater tending from said bottom between two of the receptacles to the main reservoir.

2. In an internal combustion engine, the combination of a crank-case formed with a main oil reservoir and having a bottom provided with auxiliary receptacles from which the lower ends of the connecting rods may splash lubricating oil, a conduit extending from said bottom between two of the receptacles to the main reservoir to convey oil from the crank case to said reservoir, and means to prevent the return flow of the oil.

3. In an internal combustion engine, the combination of a crank case formed with a main lubricating-oil reservoir at one end and having a flat removable bottom provided with depressions adapted to serve as auxiliary reservoirs for the lubricating oil, an elbow connected to said bottom between the two receptacles farthest fromthe main reservoir, a downwardly inclined pipe extending to the main reservoir, and a checkvalve connected to the main reservoir and to said pipe to permit the flow of oil to the main receptacle and prevent the return flow of the oil.

4. In an internal combustion engine, the combination of a crank case formed with a main lubricating oil reservoir at one end and having a flat removable bottom provided with depressions adapted to serve as auxiliary receptacles for the lubricating oil, a reinforcing bar extending around the edge of the removable bottom and adapted to normally confine a pool of oil, a fitting connected to said bottom between auxiliary receptacles,and a conduit extending from said fitting to an opening'in the wall of the main oil reservoir.

5. In an internal combustion engine, the

combination of a crank ease formed with a main lubricating oil reservoir at one end and having a fiat removable bottom provided with depressions adapted to serve as auxiliary receptacles for the lubricating oil, a reinforcing bar extending around the edge of the removable bottom and adapted to normally confine a nected to said bottom between auxiliary receptacles, and a conduit extending from said fitting to an opening in the wall of the main oil reservoir, said opening being below the normal level of the oil in said main reservoir.

In testimony fication.

ERNEST M. WHITE.

pool of oil, a fitting coni whereof I sign this speciv 

